APPENDIX E - Suburban Land Agency...2.2.2 Yarralumla Road network 5 2.3 Traffic Volumes 6 2.4 Intersection Operation 7 2.5 Car Parking 11 2.5.1 Parking Supply and Restrictions 11 2.5.2

APPENDIX E

P:\CBR\60427110\4. Tech work area\4.2 Traffic\Traffic SIR\Canberra Brickworks Traffic Site Investigation RPT003.1.docxRevision 3.1 – 12-Feb-2016Prepared for – Land Development Agency – ABN: 204 199 255 79

Canberra Brickworks Precinct SiteInvestigationLand Development Agency12-Feb-2016Doc No. 60427110RPTRA003.1

Canberra BrickworksPrecinct, ACTSite Investigation - Traffic, Transport & Carparking

AECOM Canberra Brickworks Precinct Site InvestigationCanberra Brickworks Precinct, ACT

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Canberra Brickworks Precinct, ACTSite Investigation - Traffic, Transport & Carparking

Client: Land Development Agency

ABN: 204 199 255 79

Prepared byAECOM Australia Pty LtdLevel 2, 60 Marcus Clarke Street, Canberra ACT 2600, AustraliaT +61 2 6201 3000 F +61 2 6201 3099 www.aecom.comABN 20 093 846 925

12-Feb-2016

Job No.: 60427110

AECOM in Australia and New Zealand is certified to the latest version of ISO9001, ISO14001, AS/NZS4801 and OHSAS18001.

© AECOM Australia Pty Ltd (AECOM). All rights reserved.

AECOM has prepared this document for the sole use of the Client and for a specific purpose, each as expressly stated in the document. No otherparty should rely on this document without the prior written consent of AECOM. AECOM undertakes no duty, nor accepts any responsibility, to anythird party who may rely upon or use this document. This document has been prepared based on the Client’s description of its requirements andAECOM’s experience, having regard to assumptions that AECOM can reasonably be expected to make in accordance with sound professionalprinciples. AECOM may also have relied upon information provided by the Client and other third parties to prepare this document, some of whichmay not have been verified. Subject to the above conditions, this document may be transmitted, reproduced or disseminated only in its entirety.


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Quality InformationDocument Canberra Brickworks Precinct, ACT

Ref 60427110

Date 12-Feb-2016

Prepared by Tom McMahon

Reviewed by Tim Heffernan

Revision History

Revision Revision Date DetailsAuthorised

Name/Position Signature

1 25-November-2015 Initial Draft Brendan HoganSenior TrafficEngineer

2 15-Dec-2015 Final Brendan HoganSenior TrafficEngineer

3 02-Feb-2016 Final B Brendan HoganSenior TrafficEngineer

3.1 12-Feb-2016 Final B Brendan HoganSenior TrafficEngineer


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Table of ContentsExecutive Summary 11.0 Introduction 2

1.1 Background 21.2 Purpose of this Report 21.3 References 2

2.0 Existing Conditions 32.1 The Site and Environs 32.2 Road Network 4

2.2.1 Hierarchy 42.2.2 Yarralumla Road network 5

2.3 Traffic Volumes 62.4 Intersection Operation 72.5 Car Parking 11

2.5.1 Parking Supply and Restrictions 112.5.2 Parking Utilisation 15

2.6 Public Transport 162.7 Active Travel 17

3.0 Existing Capacity Constraints and Opportunities 183.1 Existing Capacity Constraints 183.2 Opportunities 18

List of Tables

Table 1 Level of Service Definition Table 9Table 2 SIDRA Summary Table 10Table 3 Public Transport Provision 16Table 4 Bus Level of Service Summary 16Table 5 Public Transport at Subject Site, Level of Service 17

List of Figures

Figure 1 Study Area 3Figure 2 Road Classification Summary 5Figure 3 Daily Traffic Volume and Speed Summary 6Figure 4 Hopetoun Circuit Intersection Traffic Volumes 8Figure 5 Novar Street, Kent Street and Cotter Road Intersection Traffic Volumes 9Figure 6 On-Street Parking Restrictions 12Figure 7 Yarralumla shops parking restrictions and Supply 13Figure 8 Spot count of parking utilisation associated with church 14Figure 9 Parking Utilisation on a Weekday 15Figure 10 Parking Utilisation on a Weekend 15Figure 11 Public Transport Routes 16Figure 12 Active Travel Link 17


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Executive SummaryThe ACT Government, represented by the Land Development Agency (LDA) has briefed AECOM to prepare atraffic site investigation report for key sections of Yarralumla, ACT. The scope was reviewed by TAMS.

This investigation is intended to identify existing capacity within the existing suburb or Yarralumla and to providesufficient data for any future impact assessment associated with the development.

The analysis and relevant discussion in this report allows the following conclusions to be made:

- Some links in the road network are currently operating near their intended design volumes when comparedto the road classifications.

- The Hopetoun Circuit /Adelaide Avenue and Kent Street/Denison Street intersections are operating overcapacity during peak periods.

- The Novar Street/Dudley Street/Kent Street/Adelaide Avenue roundabout is operating at capacity duringpeak periods.

- The parking associated with the shops operates at capacity on the weekend and operates over capacityduring the working week.

- The public transport level of service is acceptable during the peak periods on a weekday, but is limitedduring off peak periods and on weekends.

- There is good provision for active travel within Yarralumla however there is limited connectivity between thelocal active travel network and on-road cycle lanes located on Adelaide Avenue.


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1.0 Introduction

1.1 BackgroundThe ACT Government, represented by the Land Development Agency (LDA) has briefed AECOM Australia PtyLtd (ABN 20 093 846 925) to prepare a traffic, transport and parking investigation report for key sections ofYarralumla, ACT.

This investigation is intended to identify existing capacity within the existing suburb or Yarralumla and to providesufficient data for any future impact assessment associated with the development.

1.2 Purpose of this ReportThis report sets out an assessment of the existing transport conditions of the study area, including considerationof the following:

i key road accesses to the study area;

ii existing traffic volumes and any corresponding existing congestion issues;

iii existing car parking availability and utilisation;

iv existing public transport amenity in the study area;

v existing pedestrian and cycle infrastructure in the study area.

1.3 ReferencesIn preparing this report, reference has been made to the following:

- An inspection of the site and its surrounds;

- Transportation Research Board (TRB) Transit Capacity and Quality of Service Manual, Third Edition;

- Building Code of Australia (BCA);

- Traffic and car parking observations undertaken and as referenced in the context of this report;

- Other documents and data as referenced in this report.


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2.0 Existing Conditions

2.1 The Site and EnvironsThe study area for this site investigation is bounded by Hopetoun Circuit to the east, Alexandrina Drive to thenorth, the brickworks site and the Dudley Street/Cotter Road intersection to the west and the Denison Street/KentStreet intersection to the south. The area of review related to transport is provided in Figure 1 below.

Figure 1 Study Area


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2.2 Road Network2.2.1 Hierarchy

The classification of roads in the ACT is based on a formal road hierarchy. The classification fundamentallyrelates to the predominant function of a road and to the extent it serves the two basic purposes of the roadnetwork – the movement of traffic and access to property. The road classifications used are outline below.

2.2.1.1 Arterial Roads

Arterial roads predominantly serve longer distance travel within a district and through traffic from one district toanother. They include limited access roads and parkways (or freeways) having full access control and gradeseparated inter-sections. A small number have higher levels of property access for urban design reasons, forexample Northbourne Avenue, or reflect the planning and design parameters of the time of their construction, forexample, Limestone Avenue. Traffic capacity is a function of the design of the road rather than being constrainedby environmental objectives.

2.2.1.2 Major Collector Roads

Major collector roads collect and distribute traffic within residential, industrial and commercial areas. They formthe link between the primary network and the roads within local areas and should carry only traffic originating orterminating in the area. The volume of traffic carried is constrained by environmental objectives - safety and trafficnoise - rather than road geometry and reflects the limited area that they serve. Direct property access is stillpermissible but the level of traffic may dictate that access and egress arrangements should be such that vehiclescan exit properties in a forward direction.

2.2.1.3 Minor Collector Roads

Minor collector roads collect and distribute traffic from access streets, linking to the major collector roads withinthe neighbourhood. They can also provide secondary connections direct to the external arterial road network.Traffic volumes are compatible with direct property access.

2.2.1.4 Access Streets

Access streets are used where the residential environment is dominant, traffic is subservient, speed and trafficvolumes are low and pedestrian and cycle movements are facilitated. The primary role of Access Streets is toprovide direct property access. Access streets can link traffic from the local network (including rear lanes) tocollector roads. In most case they will not have direct connections to Arterial roads.


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2.2.2 Yarralumla Road network

Adelaide Avenue and Cotter Road are the arterial roads which feed traffic into Yarralumla. Novar Street andHopetoun Circuit are the main north/south connections in the form of major collector roads. These then feed intothe minor collectors which include Bentham Street, Weston Street and Schlich Street. A summary of the roadclassifications in the study area can be seen in Figure 2 below.

Figure 2 Road Classification Summary

The suitability of the existing road network to accommodate existing and potential future traffic is discussed insections 2.3 and 2.4.


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2.3 Traffic VolumesTwo forms of traffic surveys were undertaken by subcontractors on the week starting 2 November 2015.Intersection traffic volume counts were conducted at a number of locations to determine the peak periods of trafficand to allow for modelling of the current traffic conditions. Week long tube counts were also undertaken todetermine average daily traffic volumes and average speed on key roads. A summary of the daily traffic volumesin the study can be seen in Figure 3 below.

Figure 3 Daily Traffic Volume and Speed Summary


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The figure above indicates that the road classifications in Yarralumla are good indicators as to the daily trafficvolumes on the roads surveyed. Some access roads exceed the classification volume capacity in the vicinity ofthe shops, which would be primarily due to a higher number of short stay trips.

The traffic volumes displayed in grey are from 2006 Roads ACT data and in blue from a series of midblock andintersection counts undertaken by a subcontractor for AECOM. The midblock counts give full day traffic volumesand an 85th percentile speed. The intersection counts were undertaken to provide data for traffic modelling inSIDRA. For the purposes of an all-day traffic volume the peak hours noted in the intersection counts wereconverted into all-day volumes by applying a 15% volume factor in the peak hour. This conversion implies that forall traffic in a 24 hr period, approximately 15% occurs in the AM peak hour and 15% occurs in the PM peak hour.

Based on 2015 intersection counts at Weston Street and Hopetoun, Weston Street could be expected to carrybetween 2,500 and 3,000 vehicles per day (vpd).

2.4 Intersection OperationA number of key intersections in Yarralumla were surveyed to determine peak hour traffic volume. Theseintersections were then modelled in SIDRA Intersection 6.1, under two networks based around Hopetoun Circuitand Novar Street/Kent Street. The following intersections were modelled:

- Hopetoun Circuit and Weston Street intersection

- Hopetoun Circuit and Hampton Street intersection

- Hopetoun Circuit and Adelaide Avenue Off Ramp intersection

- Novar Street and Kintore Crescent intersection

- Novar Street, Dudley Street, Kent Street and Adelaide Avenue On Ramp intersection

- Kent Street and Adelaide Avenue Off Ramp intersection

- Kent Street and Denison Street intersection

- Dudley Street and Cotter Road (Westbound) intersection

- Dudley Street and Cotter Road (Eastbound) intersection

A summary of the traffic survey approach volumes for the identified intersections can be seen in Figure 4 andFigure 5.


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Figure 4 Hopetoun Circuit Intersection Traffic Volumes


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Figure 5 Novar Street, Kent Street and Cotter Road Intersection Traffic Volumes

A summary of the results from the modelling of these intersections in SIDRA can be seen in Table 2 below. SeeAppendix A for the full movement summaries and intersection layouts for each intersection.

Level of Service (LoS) is determined by the average delay for each vehicle. The range definitions for level ofservice can be seen in Table 1 below.Table 1 Level of Service Definition Table

Level ofService

Average Delay /Vehicle (sec/veh)

Traffic Signals,Roundabouts

A Less than 14 Good Operation

B 15 to 28 Good with acceptable delays and spare capacity

C 29 to 42 Satisfactory

D 43 to 56 Operating near capacity

E 57 to 70 At capacity; at signals incidents will cause excessive delays

F >70 Roundabouts require other control mode

95th percentile queue indicates that 95% of the time the queue will be less than the indicated length.


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Table 2 SIDRA Summary Table

Site

AM Peak Period PM Peak Period

Degree ofSaturation

AverageDelay(secs)

LevelofService

95th

%ileQueue

Degree ofSaturation

AverageDelay(secs)

LevelofService

95th

%ileQueue

Hopetoun Circuit /Weston Street

0.501 3.5 A 18m 0.168 2.0 A 4m

Hopetoun Circuit /Hampton Street

0.345 2.1 A 11m 0.230 1.3 A 5m

Hopetoun Circuit /Adelaide AvenueOff Ramp

1.147 23.5 B 157m 0.643 6.2 A 29m

Novar Street/Kintore Street

0.305 1.4 A 6m 0.206 1.2 A 3m

Novar Street/Dudley Street/Kent Street /Adelaide Avenue

0.773 18.1 B 81m 0.864 11.7 A 126m

Kent Street/Adelaide AvenueOff Ramp

0.801 5.9 A 48m 0.643 4.5 A 24m

Kent Street/Denison Street

0.622 4.5 A 39m 0.884 8.1 A 73m

Dudley Street/Cotter Road(Eastbound)

0.887 20.4 B 192m 0.840 20.1 B 178m

Dudley Street/Cotter Road(Westbound)

0.247 5.3 A 1m 0.661 5.2 A 1m

Overall, the average delays for the intersections were fairly low. This relates to an overall intersection level ofservice of A or B which would normally indicate good operation. However, some legs experience greater queuingand delays. Full movement summaries of the intersections are provided at Appendix A.

From the SIDRA results a number of key findings were identified. These include:

- The Hopetoun Circuit / Adelaide Avenue intersection in the AM peak experiences a 95 th percentile queue of157m on the Adelaide Avenue off ramp leg and a degree of saturation greater than 1. Although overall theintersection is operating at an acceptable Level of Service based on delays (LoS B in the AM Peak), thedegree of saturation indicates that the Adelaide Avenue leg of the intersection is operating over capacity andintersection improvement measures should be considered.

- The Novar Street/Dudley Street/Kent Street/Adelaide Avenue roundabout in the AM peak experiences 95 th

percentile queues of 81m on Dudley Street and 70m on Novar Street. Similarly, in the PM peak a 95th

percentile queue of 126m on the Kent Street approach is shown. Although overall the intersection isoperating at an acceptable Level of Service (LoS B in the AM Peak), these queue lengths indicate that thesemovements within the intersection are operating close to capacity and intersection improvement measureswould likely be necessary if significant increases in traffic volumes were expected.

- The Dudley Street/Cotter Road (Eastbound) intersection in the AM peak experiences a 95 th percentile queueof 192m on the Cotter Road approach. Similarly, in the PM peak a 95th percentile queue of 178m on thenorthern Dudley Street approach as indicated. In both of these peak periods the indicated level of service forthe intersection remains satisfactory (LoS C for the worst movement of each leg of the intersection).


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- The Kent Street/Denison Street intersection in the PM peak experiences a 95 th percentile queue of 73m onthe Denison Street approach, due to the right turns. Additionally the right turn movement from Kent Streetonto Denison Street has a 95th percentile queue of 40m. Although overall the intersection is operating at anacceptable Level of Service (LoS A), these results indicate that the queue for the right turn movement willaffect the traffic flow of the through movements during the AM peak, due to insufficient storage. Thisintersection would require improvement measures if greater traffic volumes were expected along KentStreet.

Traffic heading through the Hopeton Circuit intersection from the CBP is expected to be limited. However, othertraffic may divert with the perception that intersections closer to the Brickworks may become more congested.

2.5 Car ParkingA number of weekday and weekend spot counts were done to determine the key parking attractors, on-streetparking utilisation and dedicated parking utilisation in Yarralumla.

The main parking generators in the study area impacting on the proposed development are the shopping centreand the Uniting church on Denman Street. The Yarralumla Primary school has its own short term parking demandand this has not been studied in detail.

The St Nicholas Greek-Australian Pre School & Child Care Centre has parking on-site. Parking was observed tobe contained within the site throughout the day with Hill Corner used for peak pickup and drop off times. Fewvehicles were observed to park along Maxwell Street associated with the centre.

Overflow parking at lunch times associated with the restaurant and café trade at the Yarralumla shops occurs onthe adjacent streets and parking restrictions generally restrict short term parking to one side of these roads. Thisseems to work for normal demand.

The normal church parking demand is adequately catered for. There will be occasional heavy demand forinfrequent weekday funerals and the large annual fete.

2.5.1 Parking Supply and Restrictions

Parking supply and restrictions have been focused around the two key generators within close proximity of thesite. These are the Shops and Church.


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Shops On-street

The locational requirements for various types of parking are outlined within the Parking and Vehicular AccessGeneral Code within the Territory Plan. For local centres, within Yarralumla parking should be accommodatedonsite or within 200m. As such, a 200m oval radius from the central shop building has been included within theimage. The actual 200m walking distances based on the path network are also shown and is the basis of theparking supply numbers.

A summary of the on-street parking restrictions observed on site can be seen in Figure 6.

Figure 6 On-Street Parking Restrictions

Onsite parking is available at the rear of buildings on 16 and 18 Bentham Street (south side between Novar andHutchins St). This parking was observed to have some capacity. Visitors to these tenancies may be utilisingparking on Bentham Street rather than parking at the rear. Mueller Street has a wider cross section (approx.9.3m) which can accommodate parking on both sides of the road.

Within the 200m walkable distance area, there are approximately 70 spaces. These include un-restricted andtime restricted parking. There are also approximately 25 time restricted no parking spaces along Novar Streetand Bentham Street. These supply numbers do not include full time no parking zones or illegal parking.


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Shops onsite supply and demand

A summary of the parking restrictions and onsite supply associated with the Yarralumla shops can be seen inFigure 7

Figure 7 Yarralumla shops parking restrictions and Supply

The wide variety of parking time restrictions seems overly complicated but has probably been developed overtime in consultation with users and may well be very workable. It may be desirable to review and simplify.


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Church

The available parking supply and restrictions associated with the Church can be seen in Figure 8.The peak periodof parking associated with the church located on Denman Street was observed to be during mass on Sundaymornings. The peak demand results from a spot count during this peak utilisation period (9:30-10:30 AM on aSunday) can be seen in Figure 10.

Figure 8 Spot count of parking utilisation associated with church

The majority of parked vehicles used the gravel car parking area directly in front of the church. While there was anincreased number of vehicles parked on-street, the parking in the area was not over capacity and the parkedvehicles did not present any hazards to other road users. The grass area to the east of the church was observedto be used as parking during this peak period as well as during the week. This usage is likely due to ease ofaccess, as can be seen by the desire lines emanating from Dudley Street to the south. Given the parkingutilisation observed and the existing desire lines, formalisation of this grass area as dedicated parking spacesmay be beneficial to the operation of the site.


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2.5.2 Parking Utilisation

The on-street parking utilisation throughout Yarralumla was, on average, very low. The preference of residents topark their vehicles in garages resulted in the observed parking levels on-street to be generally between 0 and 2vehicles for any local access road. The three observed exceptions to this were the on-street parking in the vicinityof the shops, the on-street parking in the vicinity of the church during peak use periods and on-street parkingadjacent to construction zones.

The parking utilisation of the shops onsite supply was at 95% or greater for all spot counts conducted, for bothweekdays and weekends. The overflow parking associated with the shops is located primarily along HutchinsStreet and Bentham Street west of the shop complex. The utilisation of the over flow parking was low on weekenddays and high on weekdays, particularly during the lunch peak period. A summary of utilisation of parkingassociated with the shops which includes all available on-street parking within 200m walkable distance can beseen in Figure 9 and Figure 10.

Figure 9 Parking Utilisation on a Weekday

Figure 10 Parking Utilisation on a Weekend

The above graphs indicate that there is an adequate parking supply for weekend use, however the parkingassociated with the shops is over capacity during the working week. Based on site observations, there is limitedavailable on-street supply during the weekday peak.

0%

20%

40%

60%

80%

100%

9:00 11:00 13:00 15:00 17:00 19:00

Perc

enta

geU

tilis

atio

n

Time of Day

Parking Utilisation at YarralumlaShops (Weekday)

Shop (Dedicated)

Shop (On-Street)

0%

20%

40%

60%

80%

100%

9:00 11:00 13:00 15:00 17:00 19:00

Perc

enta

geU

tilis

atio

n

Time of Day

Parking Utilisation at YarralumlaShops (Weekend)

Shop (Dedicated)

Shop (On-Street)


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2.6 Public TransportWhile there are a large number of bus routes which travel along Adelaide Avenue, there are currently no stopswhich give residents of Yarralumla access to these services. There is currently a single route which servicesYarralumla, being 1 on a weekday or 932 on a weekend. Service 1 travels between Woden Town Centre andDickson Group Centre and Service 932 travels between the Belconnen Town Centre and the Woden TownCentre. Within Yarralumla both routes travel along Novar Street, Schlich Street and Hopetoun Circuit. Whilst thereare numerous services on the nearby Adelaide Avenue, there are no bus stops on Adelaide Avenue.

A summary of the bus route through Yarralumla can be seen in Figure 11.

Figure 11 Public Transport Routes

A review of the public transport available in the vicinity of the site is summarised in Table 3.Table 3 Public Transport Provision

Service Route # Route Description Frequency (On/Off Peak)

Weekday Bus 1 Woden to Dickson 20 mins / 60 mins

Weekend Bus 932 Woden to Belconnen 60 mins / 60 mins

The level of service definitions for buses, as specified by the TRB in the Transit Capacity and Quality of ServiceManual, can be seen in Table 4. These definitions help to indicate the quality of service for a specific area.Table 4 Bus Level of Service Summary

LoS Headway (Mins) Vehicles/Hour Comments

A <10 >6 Passengers don’t need schedules

B 10-14 5-6 Frequent service, passengers consult schedules

C 15-20 3-4 Maximum desirable time to wait if bus missed

D 21-30 2 Service unattractive to choice riders

E 31-60 1 Service available during hour

F >60 <1 Service unattractive to all riders

CANBERRABRICKWORKS


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A summary of the level of service for buses in the vicinity of the subject site can be seen in Table 5.Table 5 Public Transport at Subject Site, Level of Service

Route # Frequency(On/Off Peak)

Buses per Hour(On/Off Peak)

Level of Service(On/Off Peak)

1 20 mins / 60 mins 3/1 C/E

932 60 mins / 60 mins 1/1 E/E

The above table indicates that the bus service to the Yarralumla area is acceptable in the peak periods, butlimited during off-peak and on weekends. The amenity of the bus service in the study area would be significantlyimproved by access to one or more of the routes which travel along Adelaide Avenue or diversion of bus routesvia Dudley Street back to Adelaide Avenue. Dudley Street has legacy bus stops near the Uniting Church.

2.7 Active TravelThe existing path network was reviewed for the study area. The paths included shared paths, footpaths andrecreational trails. A map of these is provided in Appendix B. A section showing the on-road connection is alsoprovided in Figure 12.

The suburb has an excellent provision of footpaths with almost all verges containing paths. The quality of thepaths is generally reasonable although there are isolated areas of cracking or level differences.

Major trip attractors of shops, schools and churches were reviewed for their travel patterns. The YarralumlaPrimary school had a fairly dispersed pedestrian movement and the churches had relatively low pedestrianactivity. Informal connections through the suburb along access trails were well worn especially closer to the lake.

No pedestrian or cyclist activity was noted to or from the Brickworks during the onsite observations.

On-road cycle lanes are provided along Cotter Road and Adelaide Avenue. There is limited connectivity betweenthe local path network and on-road cycle lanes with only one direct connection near the eastern end of the on-ramp from Novar Street south of the intersection of Guilfoyle Street and Newman Street.

Figure 12 Active Travel Link


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3.0 Existing Capacity Constraints and OpportunitiesThe analysis and relevant discussion in this report allows the following conclusions to be made:

3.1 Existing Capacity Constraints- Constraints on the existing capacity of the road network are generally experienced in the weekday AM peak

period (between 8:00am and 9:00am). Capacity issues were also identified in the weekday PM peak period(between 4:30pm-5:30pm).

- The following links in the road network are currently operating above their intended design volumes whencompared to the road classifications:

§ Weston Street (west of Novar Street)

§ Hopeton Crescent (south of Weston Street)

§ Kent Street (between Dennison Street and Dudley Street)

§ Dudley Street

- The Hopetoun Circuit / Adelaide Avenue and Kent Street / Denison Street intersections are operating overcapacity during peak periods. The intersection of Hopetoun Circuit / Adelaide Avenue will not be significantlyimpacted by the proposed development.

- The Novar Street / Dudley Street / Kent Street / Adelaide Avenue roundabout is operating at capacity duringpeak periods.

- The parking associated with the local shops typically operates at capacity on the weekend and operatesover capacity during the weekday peak (11:00am – 4:00pm).

- The public transport level of service is acceptable during the peak periods on a weekday, but is limitedduring off peak periods and on weekends.

- There is good provision for active travel within Yarralumla however there is limited connectivity between thelocal active travel network and on-road cycle lanes located on Adelaide Avenue.

- The intersection of Dudley Street / Cotter Road (Eastbound) experiences significant queuing on the CotterRoad Approach in the AM (192m). In the PM peak, Dudley Street experiences queues (178m). In both peakperiods, the indicated level of service for the intersection remains high (LoS C for the worst movement ofeach leg of the intersection). The intersection of Dudley Street / Cotter Road (Westbound) is operatingeffectively.

3.2 Opportunities- Upgrades in the local road network, in particular regarding reducing traffic pressures on Dudley Street,

Novar Street and Kent Street (north of Denison Street).

- Upgrades to intersections including:

§ Hopetoun Circuit / Adelaide Avenue

§ Novar Street / Dudley Street / Kent Street / Adelaide Avenue

§ Dudley Street / Cotter Road (Eastbound)

§ Kent Street / Denison Street

- Additional on-street parking on existing residential streets could be accommodated

- Improved public transport connection to Adelaide Avenue and Cotter Road bus routes (300, 791, 792, 725,726, 783) for peak hour services

- Improvement to pedestrian and cycling connectivity, in particular the available cycle facilities betweenYarralumla and the on-road cycle lanes on Adelaide Avenue.

AECOM

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Appendix A

SIDRA Results

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1.1 Intersection Layouts

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1.2 AM Peak Period, Existing Traffic

MOVEMENT SUMMARY Site: Hopetoun/Weston AM Network: Hopetoun AM

Hopetoun/Weston AMGiveway / Yield (Two-Way)

Movement Performance - VehiclesMov ID ODMo

vDemand Flows Arrival Flows Deg. Satn Average

DelayLevel ofService

95% Back of Queue Prop.Queued

EffectiveStop Rate

AverageSpeedTotal HV Total HV Vehicles Distance

veh/h % veh/h % v/c sec veh m per veh km/hSouth: Hopetoun Circuit (S)1 L2 193 1.0 193 1.0 0.224 2.5 LOS A 0.0 0.0 0.00 0.22 18.72 T1 271 1.0 271 1.0 0.224 0.0 LOS A 0.0 0.0 0.00 0.22 55.8Approach 463 1.0 463 1.0 0.224 1.0 NA 0.0 0.0 0.00 0.22 36.3North: Hopetoun Circuit (N)8 T1 360 1.0 360 1.0 0.183 0.1 LOS A 0.1 0.7 0.03 0.01 58.79 R2 8 1.0 8 1.0 0.183 7.7 LOS A 0.1 0.7 0.03 0.01 53.2Approach 368 1.0 368 1.0 0.183 0.3 NA 0.1 0.7 0.03 0.01 58.5West: Weston Street10 L2 5 1.0 5 1.0 0.501 7.2 LOS A 2.6 18.4 0.68 0.97 33.912 R2 304 1.0 304 1.0 0.501 11.1 LOS A 2.6 18.4 0.68 0.97 20.4Approach 309 1.0 309 1.0 0.501 11.1 LOS A 2.6 18.4 0.68 0.97 20.8All Vehicles 1141 1.0 1141 1.0 0.501 3.5 NA 2.6 18.4 0.19 0.36 37.2

MOVEMENT SUMMARY Site: Hopetoun/Hampton AM Network: Hopetoun AM

Hopetoun/Hampton AMGiveway / Yield (Two-Way)





EffectiveStop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Hopetoun Circuit (S)2 T1 461 1.0 461 1.0 0.345 0.9 LOS A 1.6 11.1 0.29 0.15 41.03 R2 99 1.0 99 1.0 0.345 6.7 LOS A 1.6 11.1 0.29 0.15 42.73u U 24 1.0 24 1.0 0.345 9.8 LOS A 1.6 11.1 0.29 0.15 41.0Approach 584 1.0 584 1.0 0.345 2.2 NA 1.6 11.1 0.29 0.15 41.5East: Hampton Circuit4 L2 149 1.0 149 1.0 0.137 6.1 LOS A 0.5 3.9 0.44 0.64 29.46 R2 2 1.0 2 1.0 0.137 11.0 LOS A 0.5 3.9 0.44 0.64 29.4Approach 152 1.0 152 1.0 0.137 6.1 LOS A 0.5 3.9 0.44 0.64 29.4North: Hopetoun Circuit (N)7 L2 1 1.0 1 1.0 0.179 2.5 LOS A 0.0 0.0 0.00 0.00 49.38 T1 359 1.0 359 1.0 0.179 0.0 LOS A 0.0 0.0 0.00 0.00 59.7Approach 360 1.0 360 1.0 0.179 0.0 NA 0.0 0.0 0.00 0.00 59.5All Vehicles 1096 1.0 1096 1.0 0.345 2.1 NA 1.6 11.1 0.21 0.17 39.2

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MOVEMENT SUMMARY Site: Hopetoun/Adelaide North AM Network: Hopetoun AM

Hopetoun/Adelaide North AMGiveway / Yield (Two-Way)





EffectiveStop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Hopetoun Circuit (S)2 T1 389 1.0 389 1.0 0.195 0.0 LOS A 0.0 0.0 0.00 0.00 60.03 R2 268 1.0 268 1.0 0.400 12.1 LOS A 2.1 14.6 0.74 0.97 39.2Approach 658 1.0 658 1.0 0.400 4.9 NA 2.1 14.6 0.30 0.40 44.8North: Hopetoun Circuit (N)7 L2 205 1.0 205 1.0 0.402 4.7 LOS A 0.0 0.0 0.00 0.15 51.68 T1 607 1.0 607 1.0 0.402 0.0 LOS A 0.0 0.0 0.00 0.15 55.0Approach 813 1.0 813 1.0 0.402 1.2 NA 0.0 0.0 0.00 0.15 53.8West: Adelaide Avenue Ramp Approach10 L2 195 1.0 195 1.0 0.173 7.2 LOS A 0.7 5.1 0.45 0.66 39.911 T1 1 1.0 1 1.0 1.147 217.0 LOS F 22.2 156.8 1.00 2.50 7.412 R2 188 1.0 188 1.0 1.147 200.6 LOS F 22.2 156.8 1.00 2.50 6.1Approach 384 1.0 384 1.0 1.147 102.6 LOS F 22.2 156.8 0.72 1.57 9.3All Vehicles 1855 1.0 1855 1.0 1.147 23.5 NA 22.2 156.8 0.26 0.53 23.6

MOVEMENT SUMMARY Site: Novar/Kintore AM Network: Novar/Kent AM

Novar/Kintore AMGiveway / Yield (Two-Way)





EffectiveStop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Novar Street (S)1 L2 19 0.0 19 0.0 0.305 6.4 LOS A 0.8 5.8 0.16 0.10 46.02 T1 483 0.0 483 0.0 0.305 0.3 LOS A 0.8 5.8 0.16 0.10 54.03 R2 78 0.0 78 0.0 0.305 6.5 LOS A 0.8 5.8 0.16 0.10 45.6Approach 580 0.0 580 0.0 0.305 1.3 NA 0.8 5.8 0.16 0.10 52.6East: Kintore Crescent (E)4 L2 36 0.0 36 0.0 0.033 5.7 LOS A 0.1 0.9 0.37 0.56 29.05 T1 1 0.0 1 0.0 0.033 9.3 LOS A 0.1 0.9 0.37 0.56 34.76 R2 1 0.0 1 0.0 0.033 11.9 LOS A 0.1 0.9 0.37 0.56 37.1Approach 38 0.0 38 0.0 0.033 5.9 LOS A 0.1 0.9 0.37 0.56 29.6North: Novar Street (N)7 L2 5 0.0 5 0.0 0.145 6.5 LOS A 0.0 0.2 0.02 0.02 52.58 T1 285 0.0 285 0.0 0.145 0.0 LOS A 0.0 0.2 0.02 0.02 58.69 R2 2 0.0 2 0.0 0.145 8.0 LOS A 0.0 0.2 0.02 0.02 51.2Approach 293 0.0 293 0.0 0.145 0.2 NA 0.0 0.2 0.02 0.02 58.3West: Kintore Crescent (W)10 L2 8 0.0 8 0.0 0.062 6.5 LOS A 0.2 1.4 0.61 0.78 31.011 T1 1 0.0 1 0.0 0.062 9.1 LOS A 0.2 1.4 0.61 0.78 28.612 R2 19 0.0 19 0.0 0.062 12.3 LOS A 0.2 1.4 0.61 0.78 20.8Approach 28 0.0 28 0.0 0.062 10.5 LOS A 0.2 1.4 0.61 0.78 25.1All Vehicles 939 0.0 939 0.0 0.305 1.4 NA 0.8 5.8 0.14 0.11 51.5

8 of 17

MOVEMENT SUMMARY Site: Novar/Dudley/On Ramp AM Network: Novar/Kent AM

Novar/Dudley/On Ramp AMRoundabout





EffectiveStop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Kent Street1 L2 159 0.0 159 0.0 0.534 4.9 LOS A 5.7 39.6 0.34 0.52 35.02 T1 225 0.0 225 0.0 0.534 5.5 LOS A 5.7 39.6 0.49 0.58 30.43 R2 483 0.0 483 0.0 0.534 8.8 LOS A 5.7 39.6 0.49 0.58 45.73u U 61 0.0 61 0.0 0.534 10.5 LOS A 5.7 39.6 0.49 0.58 30.4Approach 928 0.0 928 0.0 0.534 7.4 LOS A 5.7 39.6 0.46 0.57 41.3North: Novar Street7 L2 48 0.0 48 0.0 0.773 35.4 LOS C 10.0 69.9 1.00 1.35 22.68 T1 185 0.0 185 0.0 0.773 35.6 LOS C 10.0 69.9 1.00 1.35 8.89 R2 106 0.0 106 0.0 0.773 39.0 LOS C 10.0 69.9 1.00 1.35 8.8Approach 340 0.0 340 0.0 0.773 36.6 LOS C 10.0 69.9 1.00 1.35 11.3West: Dudley Street10 L2 355 0.0 355 0.0 0.612 17.8 LOS B 6.1 42.8 0.95 1.12 37.911 T1 2 0.0 2 0.0 0.763 21.4 LOS B 11.6 81.3 1.00 1.23 40.412 R2 569 0.0 569 0.0 0.763 24.7 LOS B 11.6 81.3 1.00 1.23 33.8Approach 926 0.0 926 0.0 0.763 22.1 LOS B 11.6 81.3 0.98 1.19 35.3All Vehicles 2195 0.0 2195 0.0 0.773 18.1 LOS B 11.6 81.3 0.77 0.95 32.7

MOVEMENT SUMMARY Site: Kent/Off Ramp AM S1 Network: Novar/Kent AM

Kent/Off Ramp AMStop (Two-Way)





EffectiveStop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Kent Street (S)2 T1 798 0.0 798 0.0 0.405 0.0 LOS A 0.0 0.0 0.00 0.00 59.9Approach 798 0.0 798 0.0 0.405 0.0 NA 0.0 0.0 0.00 0.00 59.9East: Adelaide Avenue Ramp4 L2 372 0.0 372 0.0 0.801 27.4 LOS B 6.8 47.7 0.91 1.43 27.36 R2 134 0.0 134 0.0 0.354 17.2 LOS B 1.3 9.2 0.76 1.05 34.2Approach 505 0.0 505 0.0 0.801 24.7 LOS B 6.8 47.7 0.87 1.33 28.8North: Kent Street (N)8 T1 821 0.0 821 0.0 0.432 0.0 LOS A 0.0 0.0 0.00 0.00 59.9Approach 821 0.0 821 0.0 0.432 0.0 NA 0.0 0.0 0.00 0.00 59.9All Vehicles 2124 0.0 2124 0.0 0.801 5.9 NA 6.8 47.7 0.21 0.32 37.8

9 of 17

MOVEMENT SUMMARY Site: Kent/Denison AM Network: Novar/Kent AM

Kent/Denison AMStop (Two-Way)





EffectiveStop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Kent Street (S)1 L2 21 0.0 21 0.0 0.303 5.5 LOS A 0.0 0.0 0.00 0.02 54.32 T1 576 0.0 576 0.0 0.303 0.0 LOS A 0.0 0.0 0.00 0.02 58.9Approach 597 0.0 597 0.0 0.303 0.2 NA 0.0 0.0 0.00 0.02 58.7North: Kent Street (N)8 T1 600 0.0 600 0.0 0.446 0.8 LOS A 4.9 34.4 1.00 0.00 50.89 R2 593 0.0 593 0.0 0.622 9.7 LOS A 5.5 38.7 0.73 1.08 28.0Approach 1193 0.0 1193 0.0 0.622 5.2 NA 5.5 38.7 0.87 0.54 37.9West: Denison Street10 L2 222 0.0 222 0.0 0.336 11.9 LOS A 1.6 11.0 0.62 1.05 22.312 R2 2 0.0 2 0.0 0.336 81.5 LOS F 1.6 11.0 0.62 1.05 33.4Approach 224 0.0 224 0.0 0.336 12.5 LOS A 1.6 11.0 0.62 1.05 22.5All Vehicles 2014 0.0 2014 0.0 0.622 4.5 NA 5.5 38.7 0.58 0.44 40.2

10 of 17

MOVEMENT SUMMARY Site: Dudley/Cotter(N) AM Network: Novar/Kent AM

Dudley/Cotter(N) AMSignals - Fixed Time Isolated Cycle Time = 60 seconds (Practical Cycle Time)





EffectiveStop Rate


veh/h % veh/h % v/c sec veh m per veh km/hNorthEast: Dudley Street (N)24 L2 3 0.0 3 0.0 0.783 36.2 LOS C 7.8 54.3 1.00 0.94 41.825 T1 240 0.0 240 0.0 0.783 30.7 LOS C 7.8 54.3 1.00 0.94 30.0Approach 243 0.0 243 0.0 0.783 30.8 LOS C 7.8 54.3 1.00 0.94 30.2NorthWest: Cotter Road (W)27 L2 967 0.0 967 0.0 0.616 7.8 LOS A 5.7 39.9 0.41 0.72 35.828 T1 1341 0.0 1341 0.0 0.887 27.6 LOS B 27.4 191.8 0.92 1.00 40.829 R2 1 0.0 1 0.0 0.887 33.3 LOS C 27.4 191.8 0.98 1.05 14.8Approach 2309 0.0 2309 0.0 0.887 19.3 LOS B 27.4 191.8 0.70 0.88 40.0SouthWest: Dudley Street (S)31 T1 2 0.0 2 0.0 0.015 27.1 LOS B 0.1 0.6 0.92 0.59 7.132 R2 1 0.0 1 0.0 0.015 30.9 LOS C 0.1 0.6 0.92 0.59 34.8Approach 3 0.0 3 0.0 0.015 28.3 LOS B 0.1 0.6 0.92 0.59 20.3All Vehicles 2556 0.0 2556 0.0 0.887 20.4 LOS B 27.4 191.8 0.73 0.89 38.6

Phase Timing ResultsPhase A B CReference Phase Yes No NoPhase Change Time (sec) 0 33 48Green Time (sec) 27 9 6Yellow Time (sec) 4 4 4All-Red Time (sec) 2 2 2Phase Time (sec) 33 15 12Phase Split 55 % 25 % 20 %

11 of 17

MOVEMENT SUMMARY Site: Dudley/Cotter(S) AM Network: Novar/Kent AM

Dudley/Cotter(S) AMGiveway / Yield (Two-Way)





EffectiveStop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouthEast: Cotter Road22 T1 486 0.0 486 0.0 0.247 6.1 LOS A 0.0 0.0 0.00 0.59 59.723 R2 3 0.0 3 0.0 0.004 7.9 LOS A 0.0 0.1 0.33 0.58 59.6Approach 489 0.0 489 0.0 0.247 6.1 LOS A 0.0 0.1 0.00 0.59 59.7NorthEast: Dudley Street26 R2 266 0.0 266 0.0 0.132 3.8 LOS A 0.0 0.0 0.00 0.56 37.8Approach 266 0.0 266 0.0 0.132 3.8 NA 0.0 0.0 0.00 0.56 37.8All Vehicles 756 0.0 756 0.0 0.247 5.3 NA 0.0 0.1 0.00 0.58 55.5

12 of 17

1.3 PM Peak Period, Existing Traffic

MOVEMENT SUMMARY Site: Hopetoun/Weston PM Network: Hopetoun PM

Hopetoun/Weston PMGiveway / Yield (Two-Way)





EffectiveStop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Hopetoun Circuit (S)1 L2 139 1.0 139 1.0 0.168 2.5 LOS A 0.0 0.0 0.00 0.21 18.72 T1 208 1.0 208 1.0 0.168 0.0 LOS A 0.0 0.0 0.00 0.21 55.9Approach 347 1.0 347 1.0 0.168 1.0 NA 0.0 0.0 0.00 0.21 37.0North: Hopetoun Circuit (N)8 T1 179 1.0 179 1.0 0.093 0.1 LOS A 0.1 0.5 0.04 0.02 58.19 R2 7 1.0 7 1.0 0.093 6.8 LOS A 0.1 0.5 0.04 0.02 52.9Approach 186 1.0 186 1.0 0.093 0.4 NA 0.1 0.5 0.04 0.02 57.8West: Weston Street10 L2 11 1.0 11 1.0 0.165 5.3 LOS A 0.6 4.1 0.43 0.68 39.212 R2 131 1.0 131 1.0 0.165 6.8 LOS A 0.6 4.1 0.43 0.68 26.7Approach 141 1.0 141 1.0 0.165 6.7 LOS A 0.6 4.1 0.43 0.68 28.4All Vehicles 675 1.0 675 1.0 0.168 2.0 NA 0.6 4.1 0.10 0.26 40.1

MOVEMENT SUMMARY Site: Hopetoun/Hampton PM Network: Hopetoun PM

Hopetoun/Hampton PMGiveway / Yield (Two-Way)





EffectiveStop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Hopetoun Circuit (S)2 T1 345 1.0 345 1.0 0.230 0.3 LOS A 0.7 4.7 0.14 0.11 46.93 R2 44 1.0 44 1.0 0.230 5.4 LOS A 0.7 4.7 0.14 0.11 45.13u U 24 1.0 24 1.0 0.230 7.3 LOS A 0.7 4.7 0.14 0.11 46.9Approach 414 1.0 414 1.0 0.230 1.2 NA 0.7 4.7 0.14 0.11 46.5East: Hampton Circuit4 L2 68 1.0 68 1.0 0.053 5.2 LOS A 0.2 1.5 0.29 0.53 30.66 R2 2 1.0 2 1.0 0.053 7.3 LOS A 0.2 1.5 0.29 0.53 30.6Approach 71 1.0 71 1.0 0.053 5.3 LOS A 0.2 1.5 0.29 0.53 30.6North: Hopetoun Circuit (N)7 L2 6 1.0 6 1.0 0.092 2.5 LOS A 0.0 0.0 0.00 0.02 48.98 T1 178 1.0 178 1.0 0.092 0.0 LOS A 0.0 0.0 0.00 0.02 56.8Approach 184 1.0 184 1.0 0.092 0.1 NA 0.0 0.0 0.00 0.02 55.4All Vehicles 668 1.0 668 1.0 0.230 1.3 NA 0.7 4.7 0.12 0.13 43.4

13 of 17

MOVEMENT SUMMARY Site: Hopetoun/Adelaide North PM Network: Hopetoun PM

Hopetoun/Adelaide North PMGiveway / Yield (Two-Way)





EffectiveStop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Hopetoun Circuit (S)2 T1 259 1.0 259 1.0 0.130 0.0 LOS A 0.0 0.0 0.00 0.00 60.03 R2 155 1.0 155 1.0 0.125 7.0 LOS A 0.6 3.9 0.46 0.65 45.4Approach 414 1.0 414 1.0 0.130 2.6 NA 0.6 3.9 0.17 0.24 50.2North: Hopetoun Circuit (N)7 L2 80 1.0 80 1.0 0.187 4.7 LOS A 0.0 0.0 0.00 0.12 52.18 T1 299 1.0 299 1.0 0.187 0.0 LOS A 0.0 0.0 0.00 0.12 55.8Approach 379 1.0 379 1.0 0.187 1.0 NA 0.0 0.0 0.00 0.12 54.7West: Adelaide Avenue Ramp Approach10 L2 85 1.0 85 1.0 0.066 6.5 LOS A 0.3 1.9 0.34 0.57 40.811 T1 1 1.0 1 1.0 0.643 19.8 LOS B 4.1 28.9 0.80 1.12 36.712 R2 275 1.0 275 1.0 0.643 18.5 LOS B 4.1 28.9 0.80 1.12 31.6Approach 361 1.0 361 1.0 0.643 15.7 LOS B 4.1 28.9 0.69 0.99 32.9All Vehicles 1154 1.0 1154 1.0 0.643 6.2 NA 4.1 28.9 0.28 0.44 42.2

MOVEMENT SUMMARY Site: Novar/Kintore PM Network: Novar/Kent PM

Novar/Kintore PMGiveway / Yield (Two-Way)





EffectiveStop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Novar Street (S)1 L2 19 0.0 19 0.0 0.180 6.5 LOS A 0.4 2.6 0.14 0.08 46.82 T1 294 0.0 294 0.0 0.180 0.3 LOS A 0.4 2.6 0.14 0.08 54.83 R2 31 0.0 31 0.0 0.180 7.0 LOS A 0.4 2.6 0.14 0.08 46.3Approach 343 0.0 343 0.0 0.180 1.2 NA 0.4 2.6 0.14 0.08 53.6East: Kintore Crescent (E)4 L2 25 0.0 25 0.0 0.029 6.0 LOS A 0.1 0.7 0.44 0.61 28.35 T1 1 0.0 1 0.0 0.029 7.7 LOS A 0.1 0.7 0.44 0.61 34.26 R2 2 0.0 2 0.0 0.029 10.0 LOS A 0.1 0.7 0.44 0.61 36.5Approach 28 0.0 28 0.0 0.029 6.4 LOS A 0.1 0.7 0.44 0.61 29.6North: Novar Street (N)7 L2 3 0.0 3 0.0 0.206 6.3 LOS A 0.0 0.3 0.01 0.01 52.78 T1 415 0.0 415 0.0 0.206 0.0 LOS A 0.0 0.3 0.01 0.01 59.19 R2 3 0.0 3 0.0 0.206 6.8 LOS A 0.0 0.3 0.01 0.01 51.4Approach 421 0.0 421 0.0 0.206 0.1 NA 0.0 0.3 0.01 0.01 58.9West: Kintore Crescent (W)10 L2 4 0.0 4 0.0 0.074 5.5 LOS A 0.2 1.7 0.56 0.77 32.211 T1 6 0.0 6 0.0 0.074 7.7 LOS A 0.2 1.7 0.56 0.77 29.812 R2 27 0.0 27 0.0 0.074 10.4 LOS A 0.2 1.7 0.56 0.77 22.0Approach 38 0.0 38 0.0 0.074 9.4 LOS A 0.2 1.7 0.56 0.77 25.2All Vehicles 831 0.0 831 0.0 0.206 1.2 NA 0.4 2.6 0.10 0.10 52.5

14 of 17

MOVEMENT SUMMARY Site: Novar/Dudley/On Ramp PM Network: Novar/Kent PM

Novar/Dudley/On Ramp PMRoundabout





EffectiveStop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Kent Street1 L2 616 0.0 616 0.0 0.864 9.6 LOS A 18.0 126.2 0.92 0.77 26.72 T1 197 0.0 197 0.0 0.864 10.5 LOS A 18.0 126.2 1.00 0.78 25.73 R2 466 0.0 466 0.0 0.864 13.8 LOS A 18.0 126.2 1.00 0.78 42.03u U 1 0.0 1 0.0 0.864 15.5 LOS B 18.0 126.2 1.00 0.78 25.7Approach 1280 0.0 1280 0.0 0.864 11.3 LOS A 18.0 126.2 0.96 0.77 34.3North: Novar Street7 L2 56 0.0 56 0.0 0.623 11.7 LOS A 6.0 41.7 0.91 1.04 37.68 T1 168 0.0 168 0.0 0.623 11.9 LOS A 6.0 41.7 0.91 1.04 19.29 R2 225 0.0 225 0.0 0.623 15.3 LOS B 6.0 41.7 0.91 1.04 19.2Approach 449 0.0 449 0.0 0.623 13.6 LOS A 6.0 41.7 0.91 1.04 22.9West: Dudley Street10 L2 149 0.0 149 0.0 0.249 9.9 LOS A 1.8 12.7 0.86 0.84 45.311 T1 8 0.0 8 0.0 0.264 8.9 LOS A 2.1 14.8 0.88 0.82 49.112 R2 186 0.0 186 0.0 0.264 12.3 LOS A 2.1 14.8 0.88 0.82 43.5Approach 344 0.0 344 0.0 0.264 11.2 LOS A 2.1 14.8 0.87 0.83 44.4All Vehicles 2074 0.0 2074 0.0 0.864 11.7 LOS A 18.0 126.2 0.93 0.84 35.0

MOVEMENT SUMMARY Site: Kent/Off Ramp PM S2 Network: Novar/Kent PM

S2Kent/Off Ramp PM S2Stop (Two-Way)





EffectiveStop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Kent Street (S)2 T1 1199 0.0 1199 0.0 0.642 0.0 LOS A 0.0 0.0 0.00 0.00 59.7Approach 1199 0.0 1199 0.0 0.642 0.0 NA 0.0 0.0 0.00 0.00 59.7East: Adelaide Avenue Ramp4 L2 474 0.0 474 0.0 0.480 11.3 LOS A 3.4 23.9 0.57 1.01 40.76 R2 87 0.0 87 0.0 0.643 46.9 LOS D 2.3 15.8 0.95 1.11 19.0Approach 561 0.0 561 0.0 0.643 16.9 LOS B 3.4 23.9 0.63 1.03 34.6North: Kent Street (N)8 T1 361 0.0 361 0.0 0.182 0.0 LOS A 0.0 0.0 0.00 0.00 60.0Approach 361 0.0 361 0.0 0.182 0.0 NA 0.0 0.0 0.00 0.00 60.0All Vehicles 2121 0.0 2121 0.0 0.643 4.5 NA 3.4 23.9 0.17 0.27 41.2

15 of 17

MOVEMENT SUMMARY Site: Kent/Denison PM Network: Novar/Kent PM

Kent/Denison PMStop (Two-Way)





EffectiveStop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouth: Kent Street (S)1 L2 13 0.0 13 0.0 0.389 5.6 LOS A 0.0 0.0 0.00 0.01 54.52 T1 753 0.0 753 0.0 0.389 0.0 LOS A 0.0 0.0 0.00 0.01 59.4Approach 765 0.0 765 0.0 0.389 0.1 NA 0.0 0.0 0.00 0.01 59.3North: Kent Street (N)8 T1 564 0.0 564 0.0 0.283 0.0 LOS A 0.0 0.0 0.00 0.00 59.99 R2 271 0.0 271 0.0 0.366 9.5 LOS A 1.9 13.1 0.69 0.92 29.1Approach 835 0.0 835 0.0 0.366 3.1 NA 1.9 13.1 0.22 0.30 47.0West: Denison Street10 L2 446 0.0 446 0.0 0.884 30.1 LOS C 10.5 73.4 0.92 1.80 11.912 R2 5 0.0 5 0.0 0.884 99.5 LOS F 10.5 73.4 0.92 1.80 21.6Approach 452 0.0 452 0.0 0.884 30.9 LOS C 10.5 73.4 0.92 1.80 12.0All Vehicles 2052 0.0 2052 0.0 0.884 8.1 NA 10.5 73.4 0.29 0.52 34.8

16 of 17

MOVEMENT SUMMARY Site: Dudley/Cotter(N) PM Network: Novar/Kent PM

Dudley/Cotter(N) PMSignals - Fixed Time Isolated Cycle Time = 60 seconds (Practical Cycle Time)





EffectiveStop Rate


veh/h % veh/h % v/c sec veh m per veh km/hNorthEast: Dudley Street (N)24 L2 1 0.0 1 0.0 0.840 25.7 LOS B 25.4 177.9 0.94 0.96 47.525 T1 840 0.0 840 0.0 0.840 20.2 LOS B 25.4 177.9 0.94 0.96 36.3Approach 841 0.0 841 0.0 0.840 20.2 LOS B 25.4 177.9 0.94 0.96 36.3NorthWest: Cotter Road (W)27 L2 344 0.0 344 0.0 0.219 7.3 LOS A 1.3 9.1 0.25 0.67 37.428 T1 349 0.0 349 0.0 0.773 32.2 LOS C 5.7 39.8 1.00 0.89 37.729 R2 2 0.0 2 0.0 0.773 38.1 LOS C 5.7 39.8 1.00 0.89 12.9Approach 696 0.0 696 0.0 0.773 19.9 LOS B 5.7 39.8 0.63 0.78 37.6SouthWest: Dudley Street (S)31 T1 1 0.0 1 0.0 0.010 27.0 LOS B 0.1 0.4 0.92 0.58 6.932 R2 1 0.0 1 0.0 0.010 30.8 LOS C 0.1 0.4 0.92 0.58 34.5Approach 2 0.0 2 0.0 0.010 28.9 LOS C 0.1 0.4 0.92 0.58 24.7All Vehicles 1539 0.0 1539 0.0 0.840 20.1 LOS B 25.4 177.9 0.80 0.88 36.7

Phase Timing ResultsPhase A B CReference Phase Yes No NoPhase Change Time (sec) 0 13 48Green Time (sec) 7 29 6Yellow Time (sec) 4 4 4All-Red Time (sec) 2 2 2Phase Time (sec) 13 35 12Phase Split 22 % 58 % 20 %

17 of 17

MOVEMENT SUMMARY Site: Dudley/Cotter(S) PM Network: Novar/Kent PM

Dudley/Cotter(S) PMGiveway / Yield (Two-Way)





EffectiveStop Rate


veh/h % veh/h % v/c sec veh m per veh km/hSouthEast: Cotter Road22 T1 1302 0.0 1302 0.0 0.661 6.2 LOS A 0.0 0.0 0.00 0.59 59.523 R2 1 0.0 1 0.0 0.002 13.0 LOS A 0.0 0.1 0.62 0.68 51.1Approach 1303 0.0 1303 0.0 0.661 6.2 LOS A 0.0 0.1 0.00 0.59 59.5NorthEast: Dudley Street26 R2 842 0.0 842 0.0 0.417 3.8 LOS A 0.0 0.0 0.00 0.56 37.8Approach 842 0.0 842 0.0 0.417 3.8 NA 0.0 0.0 0.00 0.56 37.8All Vehicles 2145 0.0 2145 0.0 0.661 5.2 NA 0.0 0.1 0.00 0.58 54.8

AECOM

P:\CBR\60429838\6. Draft docs\6.1 Reports\60429838RPTRA001.1 Brindabella Greenway TIA.docxRevision 1 – 22-Jul-2015Prepared for – AMC Architecture – ABN: 54 092 706 128

Appendix B

Active Travel Maps

© OpenStreetMap (and) contributors, CC-BY-SA

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Yarralumla Brickworks SIRCommunity Paths

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Off road path

Community path

Documents

APPENDIX E - Suburban Land Agency...2.2.2 Yarralumla Road network 5 2.3 Traffic Volumes 6 2.4 Intersection Operation 7 2.5 Car Parking 11 2.5.1 Parking Supply and Restrictions 11 2.5.2